B767 flight crew reported returning to departure airport after experiencing an engine stall with thrust rollback followed by return to normal operation.
Synopsis
B767 flight crew reported returning to departure airport after experiencing an engine stall with thrust rollback followed by return to normal operation.
Narrative
Climbing through FL210 a loud bang with associated roll off to the left and yawing. I corrected the roll immediately and the First Officer pointed to the EICAS screen where we observed the left engine indications rolling back followed by a quick recovery to what appeared to be normal thrust. I had the First Officer request to stop the climb and we leveled off at FL290. After leveling off I called for the QRC. The First Officer used the EFB versions and we completed the checklist I then advised Maintenance Control over the right VHF radio since we were still on climb out fairly close to ZZZ. ZZZ Maintenance then called Maintenance Operations; after a short delay Maintenance advised us to Bring it back". I then advised Dispatch via an ACARS message and a diversion report. Next I called for the overweight landing checklist. There was some discussion about the landing flap settings and fuel dumping due to our weight and speed. I initially went with a flaps 25 flap setting due to the a very narrow window to the VFE limit; I also briefed flaps 30 if we burned down and lost a couple more knots off of Vref with auto brakes 4. While the Relief Pilot was looking up non-normal landing distances; I sent ACARS messages to Dispatch for overweight numbers for flaps 25 and flaps 30 for Runway XX at ZZZ as a back up to the non-normal charts in the checklist. I elected not to dump fuel as it would not solve our overweight landing condition. We then discussed out return plan while receiving delay vectors from ARTCC. I also had the Relief Pilot make a PA for the passengers and cabin crew. While continuing to fly vectors we then began getting ATIS and I set up the FMC to fly direct to the RNAV arrival to the Runway XX transition as it was the longest runway available. Once we had current ATIS I began the approach briefing then called for the descent checklist. I then briefed the cockpit crew on threats and special considerations associated with the high energy approach and overweight landing. I asked the First Officer (FO) to note the VSI at touch down; and the Relief Pilot to monitor my approach criteria for TDZ and float to call an immediate go-around if needed and to make sure the speed brakes auto deploy. I then queried the other pilots if all the bases were covered and everyone is on board. Once satisfied we advised ARTCC that we were ready to head back in. The arrival procedure was flown normally and we configured appropriately to meet the speed restrictions. On the downwind we updated the Vref approach speed to flaps 30 as we had gotten our target down to 164 KIAS. ZZZ TRACON turned us on to about a 10-12 mile base to final with an ILS approach clearance to Runway XX. The approach was flown normally to a normal touchdown with an approximate VSI of 100 FPM at touchdown. I deployed max thrust reverse with a normal deceleration. After passing a high speed taxiway I transitioned to manual braking. I continued to taxi without stopping. Within 4 minutes of landing the Brake Temperature Monitoring System (BTMS) indicated 5s and 6s climbing. I had the FO request Airport Rescue and Firefighting (ARFF) to follow us to the gate in case of brake fire. After landing checklist and brake temp checklist were completed. Per the checklist I requested the Relief Pilot contact Ops and Ramp Control to advise ramp to chock only the nose wheel and to not approach the mains (which was ignored). Once given the chocks in signal by ramp we completed the parking checklist. The aircraft was met by Maintenance and ARFF incident commander. The Fire Fighter advised us that they shot the mains with a thermal reading at 690C which was approximately 16 minutes after brake application. I then closed out the flight with a verbal call to ZZZ Maintenance since we could no longer send Electronic Log Book (ELB) reports via ACARS for left engine compressor stall; Overweight landing; and brake temp. Within seconds of the loud bang multiple Flight Attendants called on the interphoneto report their observations and sensations. I told them I would call them back. I had the Relief Pilot make the initial PA to the crew and passengers but I followed up with a PA explaining the situation. I neglected the brief but conveyed the needed information to the Purser."
Second reporter narrative
Climbing out of about 21000 ft. a loud bang was heard and the left engine suffered a compressor stall. We noticed that the engine display showed a roll back from climb power to almost an idle thrust setting lasting about 3-4 seconds before fully recovering. The aircraft rolled slightly to the left very similar to a wake turbulence encounter. We performed the surge/stall checklist and no other abnormalities were noticed after the onetime event. A return to ZZZ was recommended after consulting with Operations and local maintenance. The flight attendants were briefed and were told a normal landing back into ZZZ was to be expected. Other considerations for performing a diversion and overweight landing were taken into account and a normal landing overweight occurred without incident. The Airport Rescue and Firefighting (ARFF) equipment were alerted to our hot brakes condition and we requested them follow us to the gate as a precaution.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.